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J. ROOTS. PETROLEUM 0E vLIQUID EYDEOGAEEON ENGINE..

No. 511,651. l Patented Deo. 26,1893.

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J. ROOTS. PETROLEUM 0R LIQUID HYDROGARBON ENGINE.

No. 511,651. Patented Deo. 26, 1893.

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JAMES ROOTS, OF LONDON, ENGLAND.

PETROLEUM OR LIQUIDHYDROCARBON ENGINE.

SPECIFICATION forming part of Letters Patent No. 511,651, dated December26, 1893.

Application filed July 24, 1893. Serial No. 481,300. (No model.)Patented in England November 7,1S91,No. 19,275; in France September12,1892,No.224,291; iu Belgium October 3,1892,No.101,588,audin ItalyNovember 30, 1892, XXVII, 33,075,

LXV, 62.

To all whom t may concern:

Be it known that LJAMES ROOTS, a subject of the Queen of Great Britain,and a resident of I-Iolborn Place, 261 High'I-lolborn, London,England,haveinvented certain new and useful Improvements in Petroleum orLiquid-Hydrocarbon Engines, (patented in Great Britain, No.19,275, datedNovember 7, 1891; in France, No. 224,291, dated September 12,1892; inBelgium, No. 101,588, dated October 3, 1892,*and 1n Italy, Vol. XXVII,No. 33,075, VOLLXV, No. 62, dated November 30, 1892,) of which thefollowing is a specification.

This invention consists in the features of construction and novelcombinations of parts 1n a petroleum or liquid hydrocarbon engine ashereinafter described and claimed.

Figure 1, is an elevation and part section showing the parts asarranged. Fig. 2, is an end elevation and part section of the same.Flg.. 3, 1s a vertical section of the ignition tube casing which formsthe air heater and vaporizer. Fig. L1, shows cross sections of Fig. 3 onlines a, b; c, d; and @,f. Fig. 5, is a view ou a larger scale of theoil feeder and groove or grooves. Fig. 6, is a diagram for the purposeof more clearly showing the action of the inventipn, the arrowsindicating the passage of the air or oil and air. Fig. 7 is a detailview of the clutch or hook governing the oil feed. The oil flows fromthe reservoir A when the stop cock is opened to the feeder B withinwhich is fitted the rod plunger B provided with the groove or groovesB9. The rod or plungerB is thrust in by thelever O the other end o fwhich is connected by a slotted link C', Fig. 1, to the reciprocatingside shaft D operated in the usual manner to open the exhaust valve D.The spring O2 which is fixed to a stationary pin fixed in the side ofthe cylinder returns the lever O which pulls out the grooved plunger B.

B3 is the oil space and B" the air channel into which the oil isdelivered by the groove B2. E Figs. 3 and 1 is the ignitor tube casing.Air only passes through the lower channels E of the ignition tube casingE and air and oil through the upper channel E2 only.

Alternate portions of the dividing ribs as shown in Figs. 3 and 4 arecut away to form a port so that the air traverses the Whole of thechannels successively, half the air passing round one side and half ontheother of the same channel, the two currents of air meeting at thenext port or part cutaway E3, and traversing in the same way the nextchannel.

E4 Figs. 1, 3 and (5, is a casing or cover placed over the top of thechannel E2 to retain more of the heat of the flame by preventingradiation and deflecting the llame over the top of E2.

F is the ignition tube kept hot by the flame from the burner G.

F is a loose tube or casing carrying au asbestus lining fitting within Ehaving` a hole or port F2 in it through which the fiame is directed fromthe burner G. The object of F is to enable a new ignition tubeto bereadily screwed in without taking off the casing E. F slides up Within Eand enables a pair of pliers to be used upon the tube F.

H is the governor driven by a strap from the crank shaft by the pulleysH and H2 or by any other convenient method. Vhen the speed becomesexcessive the centrifugal action of the governor pullsthe valve spindleland closes thevalve in the valve box Jthus cutting olf the mixture ofoil and air. The other end of the Valve spindle I is provided With acollar, which passes through the small rod K pivoted at one end andprovided Wit-h a hook or clutch at the other. The clutch or hook ispulled forward at excess speed simultaneously with the closing of thevalve Iand prevents the outward or normal movement of the lever O andthe plunger B by means of-the spring O2. This is shown on a larger scaleat Fig. 7.

Fig. G is a diagram for the purpose of showing the working of theinvention butin which the parts are not in their exact relativepositions in order to render the working more clear, the arrowsindicating the direction of the air and working charge. a channel Zpreferably cast in the cylinder cover Y and passing into the tube Zenters the lower channel of the casing E and thence through all thechannels E. It then passes through the pipe X to the air space B4 in theThe air enters 9 IOO feeder B, the groove B2 delivering` its feed of oilinto the air. space during the suction stroke by means of the spring C2shown in Fig. l. The air sweeps off the charge of oil and both togetherthen pass through the pipe X to the top or vaporizing channel E2 aportion of which may be fitted With a piece of gauze as shown 4at Fig.4. A piece of gauze not shown may also be tted in B4 under the groove to1o receive the oil. The air and oil together heated and mixed in E2 passthrough the pipe X2 to the valve box J When if the valve I be open themixture passes by the pipe J and by the admission valve L to theexplosion channel I5 M and by the port N into the cylinder. Af-

ter the engine has been running fora short time the two Way valve W' isopened by hand, and heated air passes through the channels Z in thecover, then by the pipe W through zo the valve IV as shown to furtherdilute the oil. and air mixture passing into the valve box J by the pipeX2. The valve W may be turned so that half heated and half unheatedairis permitted to ioW through W. Only z5 one valve is shown on thevalve spindle I but in larger engines a second valve is fitted on thesame spindle to balance the resistance to the action of the governor. Onthe return stroke of the piston the charge is compressed 3o into the hottube F and tired.

A2 is an air pipe for conveying away the air displaced from the oilgroove in the feeder B, but which is notnecessary if the pipe A be largeenough to readily convey the dis- 3 5 placed air to the oil reservoir.

In Fig. l is shown the condensing space or chamber P in the pist-on towhich is vattached the small cooling chamber P connected by pipe Withit. The cooling chamber P is 4o closed on all sides and provided withthin Walls. Being arranged to move with the piston, in and out, incontact with the air it is kept cool and thus condenses the vapors inthe communicating chamber.

P2 is the pipe in dotted lines Which When connected with the admissionchannel may be used to draw the uneondensed vapor from the piston spaceI. i

ItWill be observed in the oil feeder Fig. 5 that 5o the construction issuch that neither gland nor any packing is required and yet there is noleakage. In the only Working part Where there could be leakage t. e. theoutside guide of the plunger B there is a tendency for air 5 5 to bedrawn through during the suction stroke.

. ters Patent, is-

What I claim, and desire to secure by Letl. In an oil -engine, thecombination with the ignitor F, and burner G, of the air and oil heaterE, having partitions provided with intercepting channels E', for air andWith channels E2, for oil and air, substantially as Shown and described.

2. In an oil engine, the combination with the oil reservoir A, and theair and oil heater E, of the oil feeder B having oil chamber B3 and airchamber B4, the pipe A through which the oil reservoir and oil feedercommunicate the grooved plunger B', and tubes through which the 'oilfeeder communicates With the oil and air heaters, substantially asdescribed.

3. In an oil engine, the combination with the cylinder and its exhaustvalve D', of the oil feeder B provided with plunger B', the lever Oprovided with a central fulcrum and having its ends connected With saidplunger and exhaust valve, and means for actuating said lever,substantially as described.

.4. In an oil engine, the combination with the ignition tube F, thecasing E, and the burner G, of the asbestus lined tube F surrounding theignition tube and provided With an opening F2 opposite the burner,substantially as described.

5. In an oil engine, the combination of the casing E having channels E',E2, the cylinder cover Y provided With air channels Z, the tube Zleading from the'channel Z to the air channels E of the casing E, thevalve box J provided With valve I, the` oil feeder B having tubes X, Xconnecting with the casing E, the pipe J leading from the valve box J tothe lower part of the casing E, the ignitor F and the valves W andL,'substantially as described.

6.- In an oil engine, the combination with the cylinder and piston, ofthe condenser P and closed cooling chamber P carried by the piston andcommunicating with each other, substantially as described.

In Witness whereof I have hereto set my hand this 20th day of June,1893.

JAMES ROOTS.

In presence of- A RIcHARDfCoRE GARDNER, Patent Agent, 166 Fleet Street,L0ndon,Eng-

Zand.

MARTIN BROWN, l London Street, Fulham, England.

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